U.S. patent application number 16/487901 was filed with the patent office on 2020-07-23 for use of decompressing natural gas to lower the intake air temperature of an internal combustion engine.
The applicant listed for this patent is CARRIER CORPORATION. Invention is credited to Michael Thomas SWAB.
Application Number | 20200232420 16/487901 |
Document ID | / |
Family ID | 61563481 |
Filed Date | 2020-07-23 |
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United States Patent
Application |
20200232420 |
Kind Code |
A1 |
SWAB; Michael Thomas |
July 23, 2020 |
USE OF DECOMPRESSING NATURAL GAS TO LOWER THE INTAKE AIR
TEMPERATURE OF AN INTERNAL COMBUSTION ENGINE
Abstract
A fuel system is comprising: a fuel tank; an internal combustion
engine; a fuel regulator fluidly connecting the fuel tank to the
engine, the fuel regulator being configured to reduce the pressure
of the fuel from a first fuel pressure at the fuel tank to a second
fuel pressure at the engine; an air supply assembly configured to
supply air from an air inlet to the engine, the air assembly
comprising: a first air supply line fluidly connecting the air
inlet and the engine, the first air supply line being in thermal
communication with the fuel regulator; a second air supply line
fluidly connecting the air inlet and the engine, the second air
supply line being in parallel with the first air supply line; and
an air valve configured to adjust the air flowing through at least
one of the first air supply line and the second air supply
line.
Inventors: |
SWAB; Michael Thomas;
(Acworth, GA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
CARRIER CORPORATION |
Jupiter |
FL |
US |
|
|
Family ID: |
61563481 |
Appl. No.: |
16/487901 |
Filed: |
February 20, 2018 |
PCT Filed: |
February 20, 2018 |
PCT NO: |
PCT/US2018/018657 |
371 Date: |
August 22, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62462469 |
Feb 23, 2017 |
|
|
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F02B 29/0406 20130101;
F02M 21/0215 20130101; F02M 21/0218 20130101; F02D 19/022 20130101;
F02M 21/06 20130101; F02D 19/027 20130101; Y02T 10/32 20130101;
F02M 21/0239 20130101; F02M 21/0245 20130101; F02B 29/0493
20130101; F02M 21/0212 20130101; Y02T 10/146 20130101 |
International
Class: |
F02M 21/02 20060101
F02M021/02; F02M 21/06 20060101 F02M021/06 |
Claims
1. A fuel system comprising: a fuel tank configured to store fuel,
a pressure of the fuel within the fuel tank is equal to a first
fuel pressure; an internal combustion engine fluidly connected to
the fuel tank, the internal combustion engine being configured to
consume fuel at a second fuel pressure lower than the first fuel
pressure; a fuel regulator fluidly connecting the fuel tank to the
internal combustion engine, the fuel regulator being configured to
reduce the pressure of the fuel from the first fuel pressure to the
second fuel pressure; an air supply assembly configured to supply
air from an air inlet to the engine, the air assembly comprising: a
first air supply line fluidly connecting the air inlet and the
internal combustion engine, the first air supply line being in
thermal communication with the fuel regulator; a second air supply
line fluidly connecting the air inlet and the internal combustion
engine, the second air supply line being in parallel with the first
air supply line; and an air valve configured to adjust the air
flowing through at least one of the first air supply line and the
second air supply line.
2. The fuel system of claim 1, wherein: the internal combustion
engine is located gravitationally above the fuel regulator.
3. The fuel system of claim 1, further comprising: an air box
within the first air supply line interposed between the inlet and
the internal combustion engine, the air box containing the fuel
regulator, wherein air within the first air supply line is
configured to flow across the fuel regulator.
4. The fuel system of claim 1, further comprising: a controller in
communication with the air valve and the internal combustion
engine, the controller being configured control operation of the
air valve in response to air temperature requirements of the
internal combustion engine.
5. The fuel system of claim 1, wherein: the air valve is located in
the second air supply line.
6. The fuel system of claim 1, wherein: the fuel is at least one of
compressed natural gas, and liquid natural gas.
7. A method of providing fuel to an internal combustion engine, the
method comprising: storing fuel within a fuel tank, a pressure of
the fuel within the fuel tank is equal to a first fuel pressure;
consuming the fuel at a second fuel pressure lower than the first
fuel pressure using an internal combustion engine, the internal
combustion engine being fluidly connected to the fuel tank;
reducing the pressure of the fuel from the first pressure to the
second pressure using a fuel regulator, the fuel regulator fluidly
connecting the fuel tank to the internal combustion engine;
supplying air from an air inlet to the internal combustion engine
using an air assembly, the air assembly comprising: a first air
supply line fluidly connecting the air inlet and the internal
combustion engine, the first air supply line being in thermal
communication with the fuel regulator; and a second air supply line
fluidly connecting the air inlet and the internal combustion
engine, the second air supply line being in parallel with the first
air supply line; and adjusting the air flowing through at least one
of the first air supply line and the second air supply line, using
an air valve.
8. The method of claim 7, wherein: the internal combustion engine
is located gravitationally above the fuel regulator.
9. The method of claim 7, wherein the air supply assembly further
comprises: an air box within the first air supply line interposed
between the inlet and the internal combustion engine, the air box
containing the fuel regulator, wherein air within the first air
supply line is configured to flow across the fuel regulator.
10. The method of claim 7, further comprising: controlling the
operation of the air valve in response to air temperature
requirements of the internal combustion engine using a controller
in communication with the air valve and the internal combustion
engine.
11. The method of claim 7, wherein: the air valve is located in the
second air supply line.
12. The method of claim 7, wherein: the fuel is at least one of
compressed natural gas, and liquid natural gas.
Description
BACKGROUND
[0001] The embodiments herein generally relate to internal
combustion engines and more specifically, fuel systems of internal
combustion engines fueled by compressed natural gas or liquefied
natural gas.
[0002] Typically, in internal combustion engines that utilize a
natural gas engine, the natural gas must be compressed and stored
in high pressure containers to be transportable. The compressed
natural gas must be then decompressed to be consumed by the
internal combustion engine. The natural gas is typically
decompressed through a regulator but this decompression process is
inefficient and improvements are desired.
BRIEF DESCRIPTION
[0003] According to one embodiment, a fuel system is provided. The
fuel systems comprising: a fuel tank configured to store fuel, a
pressure of the fuel within the fuel tank is equal to a first fuel
pressure; an internal combustion engine fluidly connected to the
fuel tank, the internal combustion engine being configured to
consume fuel at a second fuel pressure lower than the first fuel
pressure; a fuel regulator fluidly connecting the fuel tank to the
internal combustion engine, the fuel regulator being configured to
reduce the pressure of the fuel from the first fuel pressure to the
second fuel pressure; an air supply assembly configured to supply
air from an air inlet to the engine, the air assembly comprising: a
first air supply line fluidly connecting the air inlet and the
internal combustion engine, the first air supply line being in
thermal communication with the fuel regulator; a second air supply
line fluidly connecting the air inlet and the internal combustion
engine, the second air supply line being in parallel with the first
air supply line; and an air valve configured to adjust the air
flowing through at least one of the first air supply line and the
second air supply line.
[0004] In addition to one or more of the features described above,
or as an alternative, further embodiments of the fuel system may
include where the internal combustion engine is located
gravitationally above the fuel regulator.
[0005] In addition to one or more of the features described above,
or as an alternative, further embodiments of the fuel system may
include: an air box within the first air supply line interposed
between the inlet and the internal combustion engine, the air box
containing the fuel regulator, wherein air within the first air
supply line is configured to flow across the fuel regulator.
[0006] In addition to one or more of the features described above,
or as an alternative, further embodiments of the fuel system may
include: a controller in communication with the air valve and the
internal combustion engine, the controller being configured control
operation of the air valve in response to air temperature
requirements of the internal combustion engine.
[0007] In addition to one or more of the features described above,
or as an alternative, further embodiments of the fuel system may
include where the air valve is located in the second air supply
line.
[0008] In addition to one or more of the features described above,
or as an alternative, further embodiments of the fuel system may
include where the fuel is at least one of compressed natural gas,
and liquid natural gas.
[0009] According to another embodiment, a method of providing fuel
to an internal combustion engine is provided. The method
comprising: storing fuel within a fuel tank, a pressure of the fuel
within the fuel tank is equal to a first fuel pressure; consuming
the fuel at a second fuel pressure lower than the first fuel
pressure using an internal combustion engine, the internal
combustion engine being fluidly connected to the fuel tank;
reducing the pressure of the fuel from the first pressure to the
second pressure using a fuel regulator, the fuel regulator fluidly
connecting the fuel tank to the internal combustion engine;
supplying air from an air inlet to the internal combustion engine
using an air assembly, the air assembly comprising: a first air
supply line fluidly connecting the air inlet and the internal
combustion engine, the first air supply line being in thermal
communication with the fuel regulator; and a second air supply line
fluidly connecting the air inlet and the internal combustion
engine, the second air supply line being in parallel with the first
air supply line; and adjusting the air flowing through at least one
of the first air supply line and the second air supply line, using
an air valve.
[0010] In addition to one or more of the features described above,
or as an alternative, further embodiments of the method may include
where the internal combustion engine is located gravitationally
above the fuel regulator.
[0011] In addition to one or more of the features described above,
or as an alternative, further embodiments of the method may include
where the air supply assembly further comprises: an air box within
the first air supply line interposed between the inlet and the
internal combustion engine, the air box containing the fuel
regulator, wherein air within the first air supply line is
configured to flow across the fuel regulator.
[0012] In addition to one or more of the features described above,
or as an alternative, further embodiments of the method may
include: controlling the operation of the air valve in response to
air temperature requirements of the internal combustion engine
using a controller in communication with the air valve and the
internal combustion engine.
[0013] In addition to one or more of the features described above,
or as an alternative, further embodiments of the method may include
where the air valve is located in the second air supply line.
[0014] In addition to one or more of the features described above,
or as an alternative, further embodiments of the method may include
where the fuel is at least one of compressed natural gas, and
liquid natural gas.
[0015] Technical effects of embodiments of the present disclosure
include cooling the air flow into an internal combustion engine
using the decompression of fuel flowing into the internal
combustion engine. Technical effects also include locating the
internal combustion engine gravitationally above the fuel
regulator.
[0016] The foregoing features and elements may be combined in
various combinations without exclusivity, unless expressly
indicated otherwise. These features and elements as well as the
operation thereof will become more apparent in light of the
following description and the accompanying drawings. It should be
understood, however, that the following description and drawings
are intended to be illustrative and explanatory in nature and
non-limiting.
BRIEF DESCRIPTION OF THE DRAWINGS
[0017] The subject matter which is regarded as the disclosure is
particularly pointed out and distinctly claimed in the claims at
the conclusion of the specification. The foregoing and other
features and advantages of the disclosure are apparent from the
following detailed description taken in conjunction with the
accompanying drawings in which:
[0018] FIG. 1 is a schematic illustration of a fuel system of an
internal combustion engine, according to an embodiment of the
present disclosure; and
[0019] FIG. 2 is a flow diagram illustrating a method of providing
fuel to an internal combustion engine, according to an embodiment
of the present disclosure.
DETAILED DESCRIPTION
[0020] A detailed description of one or more embodiments of the
disclosed apparatus and method are presented herein by way of
exemplification and not limitation with reference to the
Figures.
[0021] Referring to FIG. 1, various embodiments of the present
disclosure are illustrated. FIG. 1 shows a schematic illustration
of a fuel system 100 of an internal combustion engine 170. The fuel
system 100 comprises a fuel tank 150 configured to store fuel 151,
an internal combustion engine 170 fluidly connected to the fuel
tank 150, a fuel regulator 160 fluidly connecting the fuel tank 150
to the internal combustion engine 170, an air supply assembly 110
configured to supply air 104 from an air inlet 111 to the engine
170, and an air valve 120 configured to adjust the air 104 flowing
through the air supply assembly 110. The fuel 150 may be compressed
natural gas or liquid natural gas such as, for example, propane or
butane. The fuel pressure of the fuel 151 within the fuel tank 150
is equal to a first fuel pressure P1. The internal combustion
engine 170 is configured to consume fuel 151 at a second fuel
pressure P2 lower than the first fuel pressure P1.
[0022] Current technology requires that natural gas be stored at a
high pressure in order to achieve a practical amount of natural gas
in the limited space of the storage tank 150. The natural gas must
then be decompressed to a low pressure to be consumable by the
internal combustion engine 170. For instance many tanks store
natural gas at around 3600 PSI and then the natural gas must be
decompressed to less than about 100 PSI for viable use in some
internal combustion engines. The fuel regulator 160 is configured
to reduce the pressure of the fuel 151 from the first fuel pressure
P1 to the second fuel pressure P2. The fuel regulator 160 may be a
single regulator or a series of regulators. In the illustrated
embodiment, the fuel tank 150 is fluidly connected to the fuel
regulator 160 through a first fuel line 152 and the fuel regulator
160 is fluidly connected to the engine 170 through a second fuel
line 154.
[0023] In an embodiment, the internal combustion engine 170 is
located gravitationally above the fuel regulator 160.
Advantageously, positioning the internal combustion engine 170
gravitationally above the fuel regulator 160 allows fuel 151, in
the event of a leak when the internal combustion engine 170 is off,
to rise up the second fuel line 154 or the air intake line 112 and
into the internal combustion engine 170 and be ready to be consumed
upon the next start-up of the internal combustion engine 170.
Advantageously, if the engine 170 is running and a leak develops
the leaked fuel 151 is transported to the engine 170 via 112 and
consumed. Also advantageously, if the leak is excessive then the
fuel to air ratio imbalance will cause a warning in the controller
130 and require user intervention.
[0024] The air supply assembly 110 comprises: a first air supply
line 112 fluidly connecting the air inlet 111 and the internal
combustion engine 170; and a second air supply line 114 fluidly
connecting the air inlet 111 and the internal combustion engine
170. The first air supply line 112 is in thermal communication with
the fuel regulator 160. In the illustrated embodiment, the air
supply assembly 110 includes an air box 118. The air box 118 is
located within the first air supply line 112 interposed between the
inlet 111 and the internal combustion engine 170. As seen in FIG.
1, the air box 118 contains the fuel regulator 160. As the air 104
within the first air supply line 112 flows through the air box 118,
the air 104 flows across the fuel regulator 160, thus allowing
thermal communication between the fuel regulator 160 and the air
104 within the air box 118. As the fuel regulator 160 reduces the
pressure of the fuel 151, the temperature of the fuel 151 is
reduced in accordance with the Joule-Thompson Effect. The cooling
of the fuel 151 within the fuel regulator 160 cools the fuel
regulator 160 and also cools the air 104 flowing across the fuel
regulator 160 within the air box 118. Thus, the air 104 enters the
air inlet 111 at first temperature T1 then flows through the air
box 118 and across the fuel regulator 160, which reduces the
temperature of the air 104 to a second temperature T2. The second
temperature T2 is lower than the first temperature T1.
[0025] As mentioned above, the air supply assembly 110 includes a
second air supply line 114 fluidly connecting the air inlet 111 and
the internal combustion engine 170. As seen in FIG. 1, the second
air supply line 114 is in parallel with the first air supply line
112. The air supply assembly 110 also includes an air valve 120
configured to adjust the air 104 flowing through at least one of
the first air supply line 112 and the second air supply line 114.
In the illustrated embodiment, the air valve 120 is located within
the second air supply line 114 and adjusts the air 104 flowing
through the second air supply line 114 by closing and opening the
air valve 120. By adjusting the flow of air 104 through the second
air supply line 114, the flow of air 104 through the first air
supply line 112 is also adjusted. For instance, if the air valve
120 is closed then all the air 104 is forced to flow through the
first air supply line 112. The first air supply line 112 supplies
air 104 at a second temperature T2 to the internal combustion
engine 170 and the second air supply line 114 supplies air at a
first temperature T1 to the internal combustion engine 170. The two
air supply line 112, 114 combine just prior to entering the
internal combustion engine 170 and the air 104 in each air supply
line 112, 114 mixes and the temperature of the mixed air 104 is
equal to a third temperature T3 when entering the internal
combustion engine 170. The third temperature T3 is adjusted by
controlling the air valve 120 and adjusting the amount of air 104
flowing through each air supply line 112, 114. For instance, if
more air 104 is forced to flow through the first air supply line
112 and across the fuel regulator 160 then the third temperature T3
will be cooler due to more air 104 arriving at the internal
combustion engine 170 having the second temperature T2. Conversely,
if more air 104 is forced to flow through the second air supply
line 114 then the third temperature T3 will be hotter due to more
air 104 arriving at the internal combustion engine 170 having the
first temperature T1.
[0026] The fuel system 100 may also include a controller 130 in
communication with the air valve 120 and the internal combustion
engine 170. The controller 130 is configured control operation of
the air valve 120 in response to air temperature requirements of
the internal combustion engine 170. For example, if the internal
combustion engine 170 requires that the air 104 flowing into the
internal combustion engine 170 be cooler then the controller 30
will command the air valve 120 to allow more air 104 to flow
through the first fuel line 112 and across the fuel regulator 160.
In another example, if the internal combustion engine 170 requires
that the air 104 flowing into the internal combustion engine 170 be
hotter then the controller 30 will command the air valve 120 to
allow more air 104 to flow through the second fuel line 114. The
controller 130 may be an electronic controller including a
processor and an associated memory comprising computer-executable
instructions that, when executed by the processor, cause the
processor to perform various operations. The processor may be but
is not limited to a single-processor or multi-processor system of
any of a wide array of possible architectures, including field
programmable gate array (FPGA), central processing unit (CPU),
application specific integrated circuits (ASIC), digital signal
processor (DSP) or graphics processing unit (GPU) hardware arranged
homogenously or heterogeneously. The memory may be a storage device
such as, for example, a random access memory (RAM), read only
memory (ROM), or other electronic, optical, magnetic or any other
computer readable medium.
[0027] Referring now to FIG. 2 with continued reference to FIG. 1.
FIG. 2 shows a flow diagram illustrating a method 200 of providing
fuel to an internal combustion engine 170, according to an
embodiment of the present disclosure. At block 204, a fuel tank 150
stores fuel 151. A pressure of the fuel 151 within the fuel tank
150 is equal to a first fuel pressure P1. At block 206, an internal
combustion engine 170 consumes the fuel 151 at a second fuel
pressure P2 lower than the first fuel pressure P1. As mentioned
above, the internal combustion engine 170 is fluidly connected to
the fuel tank 150. At block 208, the pressure of the fuel 151 is
reduced from the first pressure P1 to the second pressure P2 using
a fuel regulator 160. The fuel regulator 160 fluidly connecting the
fuel tank 150 to the internal combustion engine 170. At block 210,
air 104 is supplied from an air inlet 111 to the internal
combustion engine 170 using an air assembly 110. As mentioned
above, the air assembly 110 comprises: a first air supply line 112
fluidly connecting the air inlet 111 and the internal combustion
engine 170. The first air supply line 112 is in thermal
communication with the fuel regulator 160. As mentioned above, the
first air supply line 112 may be in thermal communication with the
fuel regulator 160 through the air box 118. The air assembly 110
further comprises: a second air supply line 114 fluidly connecting
the air inlet 111 and the internal combustion engine 170. As seen
in FIG. 1, the second air supply line 114 is in parallel with the
first air supply line 112. At block 212, the air flowing through at
least one of the first air supply line 112 and the second air
supply line 114 is adjusted using an air valve 120.
[0028] While the above description has described the flow process
of FIG. 2 in a particular order, it should be appreciated that
unless otherwise specifically required in the attached claims that
the ordering of the steps may be varied.
[0029] As described above, embodiments can be in the form of
processor-implemented processes and devices for practicing those
processes, such as processor. Embodiments can also be in the form
of computer program code containing instructions embodied in
tangible media, such as floppy diskettes, CD ROMs, hard drives, or
any other computer-readable storage medium, wherein, when the
computer program code is loaded into and executed by a computer,
the computer becomes a device for practicing the embodiments.
Embodiments can also be in the form of computer program code, for
example, whether stored in a storage medium, loaded into and/or
executed by a computer, or transmitted over some transmission
medium, loaded into and/or executed by a computer, or transmitted
over some transmission medium, such as over electrical wiring or
cabling, through fiber optics, or via electromagnetic radiation,
wherein, when the computer program code is loaded into an executed
by a computer, the computer becomes an device for practicing the
exemplary embodiments. When implemented on a general-purpose
microprocessor, the computer program code segments configure the
microprocessor to create specific logic circuits.
[0030] The term "about" is intended to include the degree of error
associated with measurement of the particular quantity based upon
the equipment available at the time of filing the application. For
example, "about" can include a range of .+-.8% or 5%, or 2% of a
given value.
[0031] The terminology used herein is for the purpose of describing
particular embodiments only and is not intended to be limiting of
the present disclosure. As used herein, the singular forms "a",
"an" and "the" are intended to include the plural forms as well,
unless the context clearly indicates otherwise. It will be further
understood that the terms "comprises" and/or "comprising," when
used in this specification, specify the presence of stated
features, integers, steps, operations, elements, and/or components,
but do not preclude the presence or addition of one or more other
features, integers, steps, operations, element components, and/or
groups thereof.
[0032] While the present disclosure has been described with
reference to an exemplary embodiment or embodiments, it will be
understood by those skilled in the art that various changes may be
made and equivalents may be substituted for elements thereof
without departing from the scope of the present disclosure. In
addition, many modifications may be made to adapt a particular
situation or material to the teachings of the present disclosure
without departing from the essential scope thereof. Therefore, it
is intended that the present disclosure not be limited to the
particular embodiment disclosed as the best mode contemplated for
carrying out this present disclosure, but that the present
disclosure will include all embodiments falling within the scope of
the claims.
* * * * *